Timer control



April -21, 1931. J. ARTHUR 1,801,583

TIMER CONTROL Filed May l1, 1929 Patented Apr. 2l, 1931 UNITED STATES-PATENT OFFICE JAMES L. ARTHUR, F ANDERSON, INDIANA, ASSIGN OR TODELCO-REMY CORPORATION,

. OF ANDERSON, INDIANA, A CORPORATION 0F DELAWARE TIMER CONTROLApplication filed May 11,

This invention relates to ignition apparatus for internal combustionengines, and particularly to the control of ignition timing inaccordance with engine operating condi- 5 tions.

One of the objects of the present invention is to control the timin ofthe ignition so that the spark will be a Vanced during engine throttlemovement from closed to partly open position, and so that the spark willbe retarded upon further engine throttle movement, or toward wide openposition.

A further object of this invention is to control the timing of theignition in response to engine speed and also in response to enginethrottle position in such manner that, during movement of the throttlefrom closed to partly open position, the timing of the ignition will beadvanced, but upon further movement of the throttle into wide openposition the timing will be retarded. In this connection it is an objectof the invention to provide independently operable devices forcontrolling the ignition timing in response to engine speed and enginethrottle position respectively so that the timing of the ignition willbe the resultant of the combined effects produced, by means responsiveVto engine speed and by means responsive to throttle position.

Further objects and advantages of the l present invention will beapparent from the following description, reference being had to theaccompanying drawings wherein a preferred'embodiment of one form of thepresent invention is clearly shown.

In the drawings: Fig. 1 is a vertical section of an ignition apparatusembodying my invention, and in part a diagrammatic disclosure of themanner of connecting the unit with an engine carburetor, the view beingthat substantially indicated by the line and in the direction of thearrows l--l of Fig. 2.

Fig. 2 is a plan view of the ignition apparatus with the distributor capand rotor removed.

Fig. 3 is in substance a plan view of the speed responsive meanscontrolling the igni- 60 tion apparatus and 'is substantially that as1929. serial No. 362.323.

indicated by the line and arrows 3-3 of Fig. l.

Referring to the drawings, the ignition timer includes a housing 20having a tubular shank 21 adapted to lit within a recess or socket inthe engine frame, not shown, and to be secured therein in the desiredposition of manual adjustment by the usual means well known to thoseskilled in this art. The shank 21 provides a bearing for the drive shaft22 which is connected by gearing, not shown, with a rotatable part ofthe engine, preferably the valve operating shaft. The upper end of theshaft 22-is provided with diametrically opposite spiral or slantinggrooves 23, and fits within a recess 24 provided by the tubular lowerend portion of an intermediate shaft 26. The intermediate shaft 26 isdrivingly secured to a weight plate 27 supporting va centrifugal deviceconnecting it with the interrupter mechanism as will presently apear. PThe weight plate 27 carries pivot studs 28 pivotally supporting weights29, each having a lever arm 30 which cooperates with lever arm 31provided by plate 32 attached to the lower end of a cam carrying shaft33. When the weights 29 move outwardly due to centrifugal force, the arm31 and hence the cam 34 will be rotated clockwise relative to the shaft26, in order to advance the timing of the ignition. In the disclosedform of the invention the normal form of the location of the cam 34 isclockwise as viewed in Fig. 2.

y Movement of the weights 29 outwardly is restricted by springs 35 eachhaving one end attached to a weight pivot stud 28 and the other to astud 36 attached to an arm 31 of the plate 32. Therefore, as the speedof the weight plate 27 decreases the body of the weights 29 will bemoved inwardly by the sprlng 35 and the plate 32, and hence the cam 34will be rotated counterclockwise in order to retard the ignition.

A weight guard plate 37 is carried by the shaft 33 and disposed over theweights 29 limiting their sidewise movements axially of their pivotstuds 28 so that the weights cannot move beyond the plane of the leverarms 31.

bing block 46 of a circuit breaker level 47 carrying a contact 48adapted to engage a stationary contact 49 supported by contact bracket50 which is adjustable about the pivot stud 51 of the lever 47. A leafspring l52 conducts current from a terminal bracket 53 to the lever 47and urges the contact 48 toward the contact 49, and the rubbing block 46toward the cam 34. The pivot post 51 is attached to the plate 44, andthe terminal bracket 53 is insulatingly ysupported by the plate 44, andis also connected by a strap or link 54 to a terminal screw 55 which isinsulated from the housing 20.

A condenser 56 which iscontained Within a case 57 is attached by a clip58, and screw 59, to the plate 44. One of the condenser foils iselectrically connected with the condenser case 57 and hence with theplate 44, and the other foil' is connected with the terminal bracket 53by a conductor 60.

The stationary Contact bracket 50 is adjusted by turning a stud 61having an eccentric shank 62, by which the stud is pivotally connectedwith the plate 44. The head of the stud 61 is received by a slot 63 inthe bracket 50 and is provided with a screw driver receiving slot 64, bywhich the stud 61 may be turned in order to adjust the bracket 50angularly about the pivot 51. The bracket 50 is secured to the plate 44in adjusted position by a screw 65 passing through a slot 66 in thebracket 50 and having threaded engagement with the plate 44.

The plate 44 is secured upon the annular shoulder 45 provided by thehousing 20 by screws 67 and nuts 68 each of which is adapted to engage alug 69 provided by the plate 44 facilitating in clamping the plate 44against the shoulder 45.

The bracket 43 for the bearing 42 is attached by rivets or other desiredmeans to the plate 44, and provides an annular chamber 70 for receivingthe thick felt or fibrous Washer 71 and a thinner fibrous Washer 72having its inner edge in contact with the bearing 42, which isconstructed with a porous metallic structure capable of absorbinglubricant from the Washer 72 and giving it out as needed.to the journalof lthe cam carrying shaft 33. The lubricant for the chamber 70 issupplied through an oil cup 73 as shown in Fig. 2.

The upper end of the tubular cam-carrying shaft 33 receives acylindrical felt pad 74 for receiving lubricant which is given out asneeded to the upper extension 41 of the intermediate shaft 26, in orderthat relative movement may take place between the parts 34 and 41 with aminimum amount of friction.

The lower end of the cam carrying shaft 33 rests upon a shoulderprovided' by the shaft 26 and is attache-d to the plate 32 by a drivefit connection over the knurled part of the shaft 33. The intermediateshaft 26 is provided. with a bifurcated tubular lower end 78 which isjournalled loosely upon the shaft 22, and which rests at its lower endupon a collar 79, provided by swedging a washer into a shallow annulargroove of the shaft 22. A spacer 80 is placed between the bottom of theplate 27 and the tubular end 78 of the intermediate shaft. Thuslongitudinal movement of the shaft 22 relative to the housing 20 isprevented by reason of the collar 79 and the shank 21, the thrust washer82 resisting The intermediate shaft 26 is drivingly coni nected with theshaft 22 by a mechanism which is responsive to variations in iuidpressure and thereby to variations in throttle open position. A throttle83 rotatably secured Within a carburetor manifold 84 by means of a shaft85, is operated by a cam lever 86 and a rod 87 connected to a'bell crank88 and foot button 89. The bell crank 88 is usually fixed to the floorboards of the vehicle structure as at a pivot 90 and is provided with aspring 91 which urges the throttle 83 to the closed position illustratedin Fig, 1. The cam lever 86 is formed with the4 advance face 92 and theretard face 93 separated by the peak 94. It is obvious that manipulationof the operating member 89 will cause the cam lever 86 and the valve 83to rotate with the shaft and that the positionl of the cam lever 86 willfollow closely the relative position of the valve 83 with respect to themanifold 84.

Operably connecting the throttle opening mechanism with the ignitionstructure,

there is provided a iuid pressure device orhydraulic mechanismdiagrammatically illustrated in Fig. 1. The fluid pressure device inmain is manifest by a driving unit 100 and a driven unit 120, which havean inter-communication by means of the tubular connection 130substantially a's illustrated. The units 100 and 120 are essentiallyalike in structure, in that each comprises a rigid wall 101 and 121respectively of cup-formation havingaperipherial iange 102 and 122respectively, within which is positioned flexible diaphragm 103 and 123respectively and a clamping disc 104 and 124 respectively, which aresecured together by spinning over the flange 102 and 122 to compress themembers. 103 and 104 and 123 and 124 against the cups 101 and 121 asindicated at 105 and 125 respectively. Each cup member 101 and 121 arecentrally apertured to receive a `flanged nipple `106 and 126 securedthereto and lexternally threaded to receive a clamping nut .107 and 127respectively.l The nuts 107 and 127 are passed over lthe tube 130, theends of which are then spun outwardly as at 108 and 128 to form aseating engagement with the tapered end of the nipples 106 and 126,which, when clamped thereto by the nuts 107 and 127 respectively form atight joint impervious to the passage of the fluid medium containedtherein. i

The driving unit 100 differs somewhat in structure from the driven unit120, in that a spring 109 is placed within the unit to encircle the head110 of the nipple 106 and tends to separate the flexible wall ordiaphragm 103 from the fixed wall 101, thus tending to maintain thechamber in a condition of maximum fluid content. The clamping disc 104is centrally provided with a tubular extension 111 forming a guide for astem 112 of a dash pot 113 positioned against the diaphragm 103. Thestem 112 carries a cam follower or roller 114, and when the lunit ismounted upon a bracket 115 the cam follower 114 is adapted forcooperation with the cam faces 92 and 93 of the cam lever 86 to transmitmotion thereof to the diaphragm 103, and thence to the fluid contentwithin the drivingchamber 100. The bracket 115 is secured to aperturedears 116 struck from the clamping disc 104 andis attached to themanifold 84 by screws 118.

The driven unit 120, in addition to the above enumerated appointments,is provided with a plate 131 secured to a stem 132 slidably supported bya tubular extension 133 of the clamping disc 124. The plate 131 iscupped slightly at 131-a to provide a retainer for seating a compressionspring 134 disposed against the plate 131 and the clamping disc 124. It

will be noted that unlike the driving unit 100, the chamber of thedriven unit is normally maintained in a condition of minimum fluidcontent by the spring 134 compressing the Adiaphra m 123 against. thefixed wall 121.

When t ese units have been assembled as stated the chamber in each isfilled with the fluid medium by which they are to function and likewisethe tubular connection 130. The elements of the device are thenconnected together as clearly indicated in the drawings.

. The timer housing 20 is formed to provide the'substantially tubularextension 140, laterally apertured to provide a support for the` drivenunit 120. This aperture has an annular ledge 141 against which is seatedthe unit' 120, and secured therein byclamping screws 142 and washers 143substantially as indicated in Figs. 1 and 2. This positions the stem 132of the driven unit inJ substantial alignment with the timer operatingshaft 22, which is drivingly connected with certain parts thereof aswill presently appear. The stem 132 is articulated with a bell. cranklever 145 pivoted upon a rod 146 which extends between opposite walls ofa housing 20. The bell crank lever 145 is provided with a notchedangular extension 147 received by a groove 148 in the stem 132, thenotch of the part 147 receiving the portion of reduced diameter of themember 132 defining the bottom of the groove 148.

The bell crank lever 145 provides arms 149 encircling the lintermediateshaft extension 78, and each arm '149, is provided with an angularextension 150 having a notch which receives the outwardly extendingflange 151 of a collar 152 which is slidable along the intermediateshaft extension 78. The collar 152 supports diametrically opposite studs153, each of which has a portion received by one of the twodiametrically opposite longitudi' nal slots 154 provided by theintermediate shaft extension 78. Each stud 153 is of such length as toextend through the slot 154 andV be received and movable along the slot23 of the shaft 22.

As the collar 152 moves from the normal offull line position shown inFig. 1 to the dotted line position the shaft 26 will rotate in aclockwise direction relative. to the shaft 22, as viewed in Fig. 2. Thisrelative rotative movement is resisted by spring 156. When the collar`152 moves downwardly the shaft 26 tends to rotate counterclockwiserelative to shaft 22 and this movement is assisted by the spring 156.

The timing of the ignition control in response to the throttle openingor position of the valve 83 is accomplished in the following manner. Thethrottle 83 is operated by pressing the pedal 89, which causes the bellcrank lever 88 tohmove in a counterclockwise direction and the camleve'r 86 in a clockwise direction. During a portion of the movement ofthe valve 83 from 'closed toward open position, the roller 114 is inengagement with the y the pin 146 and move the collar 152 downwardlyalong ,the shaft extension`78. As before stated the shafts 22, 26 and 33are so interconnected that the downward movement ofthe collar 152 uponthe shaft extension 7 8- .When this 'predetermined position of thethrottle has been reached the crest portion- 94 of the cam lever 86willbe directly under the roller 114. Further movement of the throttle83 toward open position is produced by further movement of the cam lever86 in -a clockwise direction. -During this forward i movement the camsurface 93 of the lever 86 will engage' the roller 114, and as the lever86 moves clockwise the stem 112 wil l be retracted under the action ofthe spring 109, -`which releases the pressure upon the uid content ofthe chamber 100 and allows the spring 134 in the driven unit to exertitself upon the diaphragm 123 and move the iiuid medium through thetubular connections 130 to the unit l00thereby establishing an:equilibrium of pressure within the system.

This retracted movement of the stems 112.

and 1.13 acting upon the bell crank lever 145 and likewise upon theshafts 22 and 26,. cause aretarding of the spark responsive ,to furtherthrottle opening position.

en pressure upon the foot pedal 89 is released the spring 91 ispermitted to move the pedal 89 upwardly which through the linkage of tlemechanism tends to close the throttle 83 Vand with it returns the camlever 86 toward the normal position. During this movement the functionsof the above described. unit are performed in a. reverse order. That is,as the valve 83 moves from wide open to closed position the ignitiontiming will first be advanced and then re tarded. It will be noticedthatthe device which controls the timing of the ignition in response tothrottle open position operates independently-of the speedresponsivemeans, but that both devices operate cumulatively ordifferentially dependent upon the conditions under which the vehicle isdriven or the ignition apparatus is used.

While the form of embodiment of the prese ent invention as hereindisclosed, constitutes a preferred form, it is to be understood thatother forms might be. adopted, all coming within the scope of the claimswhich follow.

What is claimed is as follows:

. 1. Ignition apparatus for internal combustion engines comprising, anengine-driven circuit interrupter, means responsive to engine speed forcontrolling the interrupter to advance the timing of the ignition, andfluid pressure means responsive to engine throttle position for soAcontrolling the interrupter that ignition timing will be advancedduring engine throttle movement. from closed to partly open position,and the ignition timingwill be retarded during further throttle movementtoward full open position.

2. Ignition apparatus for internal combustion engines comprising, acircuit interrupter including a breaker lever and an engine driven cam,speed responsive means for jvarying the time relation of the cam to theengine in order to advance the time of the engine as the speedincreases, and hydraulic means responsive to engine throttle positionfor varying the position of the breaker lever relative to the cam duringengine throttle movement from closed to partly open position, so thatthe ignition timing' will he advanced and thereafter be retarded uponcontinuing throttle movement toward further open position.

3. Ignition apparatus for internal combustion engines, comprising, anengine driven circuit interrupter, and fluid pressure means responsiveto engine throttle positionv for controlling the interrupter, sothatignition timing willy be advanced during movement ofthe enginethrottle from closed to partly open position, and so that the ignitiontiming will be retarded during further throttle open movement.

4. Ignition apparatus for'internal combustion engines comprising, acircuit interrupter including a circuit breaker lever, and an engineoperated cam responsive to engine throttle osition for varyingtheposition of' the brea er lever relative to the cam and Huid pressuremeans transmitting motion of the engine throttle to the circuitinterrupter,

so that the ignition timing will be advanced e during engine throttlemovement from closed to partly open position, and thereafter be retardedupon `further throttle open movement. f

5. The combination with an internal combustionengine having a rotatablethrottle valve and a shaft for operating the same, of

fluid pressure-means for controlling the circuit interrupter in responseto throttle position.

6.' The combination with aninternal combustion engine having a rotatablethrottle valve and a shaft for operating the same,

. 120 an engine operated circuit interrupter and of an engineoperatedcircuit interrupter, and

means for controlling the circuit interrupter in response to throttlepositions and. comprising, a cam lever connected with the throttleshaft, and a cam follower associated with means associated with said camfollowerV for.

varying the time relation between the engine cycle and the interruptercycle.

7. The combination with an internal combustion engine having a rotatablethrottle valve and a shaft for operating the same of an engine operatedcircuit interrupter, and means for controlling the circuit interrupterin response to throttle positions and comprising, a cam lever connectedwith the throttle shaft, and fluid pressure means associated with thecircuit interrupter for varying the time relation between the enginecycle and the interrupter cycle.

8. The combination with an internal combustion engine having a rotatablethrottle valve and an operating shaft therefor, of an engine operatedcircuit interrupter including a circuit breaker leverand an enginedriven cam, and means for varying the angular relation between thebreaker lever and cam, comprising a camrlever connected with thethrottle shaft, and fluid pressure means associated therewith and withthe breaker lever support.

9. The combination with an internal combustion engine' having arotatable throttle valve and an operating shaft therefor, of an engineoperated circuit interrupter and means for controlling the circuitinterrupter in response to throttle positions, comprising, a cam leverconnected with the throttle shaft, and fluid pressure means supporting acam follower and associated with the circuit interrupter for varying thetime relation between the engine cycle and the interrupter cycle. f

10. The combination with an internal combustion engine having arotatable throttle valve and an operating shaft therefor, of an engineoperated circuit interrupter and means for controlling the circuitinterrupter in response to throttle positions, comprising, a cam leverconnected with the throttle shaft, and fluid pressure means supporting acam follower and associated with the circuit interrupter for varying thetime relation between the engine cycle and the interrupter cycle, saidfluid pressure means transmitting movement of the engine throttle topredetermine angular associations of the circuit interrupter and cam.

11. The combination with an internal combustion engine having a throttlevalve and an operating shaft therefor, of an engine operated circuitinterrupter, including a circuit breaker lever, and a cam for operatingthe same, means for varying the angular relation between the breakerlever and the cam, and comprising a cam lever connected with thethrottle shaft, Huid pressure means associated with the breaker leverand transmitting motion of the throttle valve to angular displacementbetween the circuit breaker lever and the cam, and means for alteringthe relative movement between the throttle valve and fluid pressuremeans.

12. The combination of an internal combustion engine having a throttlevalve and a shaft for operating the same, with an engine operatedcircuit interrupter, and means for controlling the circuit interrupterin response to throttle position, comprising a movable member associatedwith the circuit interrupter for varying the time relation between theengine cycle and the interrupter cycle, a spring for moving the memberinto ignition retarding position, a cam connected withrthe throttleshaft, and fluid pressure means cooperating with said cam vto move saidmember into ignition advancing position, whereby the time relationbetween the engine cycle and interrupter cycle will be altered accordingto throttle open position.

13. The combination with an internal combustion engine having arotatable throttle valve` and a shaft for operating the same, of anengine operated circuit interruptyer and fluid pressure means forcontrolling the circuit interrupter in response to throttle position,said fluid pressure means comprising a pair of sealed chambers and aconnecting passage, one wall of each chamber being flexible and biasedtoward a normal position.

14. The combination with an internal combustion engine having arotatable throttle valve and a shaft for operating the same, of anengine operated circuit interrupter and Huid pressure means forcontrolling the circuit interrupter in response to throttle position,said fluid pressure means comprising a driving chamber and a drivenchamber each provided with a flexible wall,`means providinginter-communication of one chamber with the other, means in the drivingchamber for displacing the movable wall thereof, and means within thedriven chamber for transmitting the said displacing movement to saidcircuit interrupter.

15. The combination with an interna] combustion engine having arotatable throttle valve, a shaft for operating the same, and an engineoperated circuit interrupter, of fluid pressure means for controllingthe circuit interrupter in response to throttle position.

16. The combination with an internal combustion engine having arotatable throttle valve, a shaft for operating the same, and an engineoperated circuitinterrupter, of fluid pressure means for controlling thecircuit interrupter in response to throttle position, said fluidpressure means comprising a pair of communicating collapsible chamberssubstantially filled with a liquid medium.

17. The combination with an internal combustion engine having a.throttle valve and a member for operating the same, of an engineoperated circuit interrupter and uid pressure means for controlling thetiming of said interrupter in response to throttle lposition.

18. The combination .with an internal combustion engine havingafthrottle valve and a member for operating the same, of an 10 engineoperated circuit interrupter, and iuid i pressure means responsive toengine throttle position for controlling the interrupter, so thatignition timing will be advanced during movement of the engine throttlefrom closed to partly open position, and so that the ignition timingwill be retarded during further throttle open movement.

19. The combination with an internal combustion engine having a throttlevalve and a member for operating the same, ofan engine operated circuitinterrupter, including a circuit breaker lever and anengine driven cam,and means for varying the angular relation between the breaker lever andcam, comprising a cam lever connected with the member, and fluidpressure means associated therewith and withl the breaker lever support.y

20. In ignition apparatus for internal combustion engines, fluidtranslation means comprising, means responsive to enginethrottle-position for so controlling the interrupter that ignitiontiming will be advanced during engine throttle movement 4from closed topartly open position, and so that the ignition timing will be retardedduring further throttle movement toward full open position.

21. In ignition apparatus for internal combustion engines thecombination comprising, a cam lever connected With the throttle, a camfollower associated with the said lever, and fluid-pressure translationmeans associated With said follower for varying the timer re- 5 lationbetween the engine cycle and the interrupter cycle.

22. In ignition apparatus for internal combustion engines,fluid-pressure means for` controlling the circuit interrupter inresponse to throttle position, said fluid pressure. means comprising incombination, a driving chamber and a driven chamber each provided with aflexible wall, means providing inter-communication of one chamber Withthe other, means in the driving chamber for displacing the movable wallthereof, and means Within the drivenv chamber for transmitting the saiddisplacing movement to said rcircuit interrupter.

'J Y In testimony whereof I hereto aiix my signature. Y

JAMES L. ARTHUR.

